Internal-combustion engine



Get. 23, 1923.

F. M. EMERY INTERNAL COMBUSTION ENGINE Filed July 28 2 Sheets-Sheet 1 Inventor flat F. M. EMERY INTERNAL COMBUSTION ENGINE Oct. 23 19 2 Shets-Sheet 2 Filed July 28. 1921 [nveniar Patented Oct. 23, 1923.,

v htih'ltit UNETED STATES PATENT QFIFEQR FRANK M. EIVIERY, OE KENNEBUNK, MAINE, ASSIGNOB TO GOVE MOTOR COMPANY, OF

I BIDDEFOR-I), MAINE, A CORPORATION OF MAINE.

INTERNAL-COIVIBUSTZON ENGINE.

Application filed July 28,

To (ZZZ whom it may concern:

Be it known that I, FRANK M. EMERY, a citizen of the United States, residing at Kennebunk, in the county of York and State of Maine, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines of the rotary valve type. \Vhile this type of engine was proposed several years ago it is still in the development stage although many of the difliculties originally encountered in the construction and operation of such engines have been success fully overcome. The advantages possessed by this type of engine as compared with the poppet valve and sleeve valve types are well recognized by those skilled in this art. and the quiet operation and smooth running qualities of these engines have particularly commended themselves to engineers. Among he objection however, that are stillfound in these engines, are the difliculties in preventing leakage around or through the valves during the compression and power strokes, particulary as the valves become worn. This difficulty is aggravated by the fact that the pressures created during the comoression and power strokes tend to force the valve away from the cylinder and against one side of the bearing in which t revolves this action resulting both in increasing the leakage area and also in producing greater friction between the valve and its housing on one side and therefore tending to increase the rate of wear at this point. As the wear progresses the leakage area is further increased until this gas leakage becomes aserious factor in the operation of the engine.

The present invention has for its general object to improve and perfect the rotary valve type of engine, and itaims especially to devise a construction in which the leak-- age around or through the valves shall be kept within limits that will compare favorably with that in the commercial types of engines, and in which the wear of the valves and the parts associated therewith shall be reduced to a minimum. The invention is further directed to the elimination of the forcing of the valves against one side or" their housings in the manner above described.

1921. Serial No. 488,186.

The preferred embodiment of the invention comprises a construction in which the valve revolves at a relatively slow speed compared with the crank speed in which the gas pressure on the valve is balanced so that the valve is relieved from the thrust which in prior construction has been objectional for the reason previously stated.

The nature of the invention will be readi- 1y understood from the following description when read in connection with the ac companying drawings, and the novel features will be particularly pointed out in the appended claims.

Referring now to the drawings,

Figure l is a vertical cross sectional view through a cylinder and valve mechanism of an engine embodying the invention in the form at present preferred;

F ig. 2 is a. cross sectional view at right angles to Fig. 1 through the valves of two adjacent cylinders of an engine of this construction Fig. 3 is a view similar to Fig. 2 showing one of the valves of Fig. 2 in a different position;

Fig. 4 is a cross sectional view taken substantially on the line 4+4, Fig. 2; and

F ig. 5 is a longitudinal cross sectional View through one of the valves.

The invention has been illustrated in the accompanying drawings as embodied in an engine of the general character shown and described in application Serial No. 379,164, filed May 5, 1920, and assigned to the assignee of the present invention. For the more general features of the engine reference may be had to this application.

In the accompanying drawings 2 designates an engine cylinder having a piston 3 working therein and connected by a rod 4 to a crank shaft 5 supported in suitable bearings mounted in the base of the engine Any suitable number of cylinders may be employed. The engine has a demountable head 6 and this head and the cylinder block both are provided with suitable chambers and passages for the circulation of the c0oling water. A housing 7 is formed in the cylinder head 6 immediately above each cylinder and this housing is bored horizontally to form a plurality or" valve chambers 8 in each of which is mounted a rotary valve 10. It will be observed that each of the valves extends in a direction transverse to the axis of rotation of the crank shaft. Since the valves are all alike, one only will be de scribed in detail.

Two ports 12' and 14: lead from the opposite sides of the chamber 8 to the upper end of the cylinder 2, these ports opening into the valve chamber at points substantially in the horizontal plane of the axis of rotation of the valve 10, as best illustrated in Fig. 2. These ports admit the fuel mixture to the cylinder 2 and conduct the exhaust gases therefrom. It will be observed that both ports are of substantially the same length and cross sectional area and that they are symmetrically arranged with reference to the valve.

The valve 10 has two exhaust passages therein designated at 15 and 16, respectively, both of these passages merging into a central passage 17 which, as shown in Fig. 1, leads into the exhaust manifold 18. A. circumferential shoulder 19 on the outer wall of the exhaust tube 17 fits against the margin ot' the aperture in the exhaust manifold into which this end of the tube projects. The valve 10 also is provided with two inlet passages designated as 20 and 2]., respectively, Fig. 5, which lead from the peripheral surface of the valve to the end thereof opposite the exhaust manifold.

a block 22, Fig. 1, fits against the lefthand end of the valve 10 and has an inlet passage 23 therein communicating with another passage 24 formed in the cylinder head 6. T he fuel mixture is led from the carburetor through the intake manifold 25 and the passages 24 and 28 leading from the carburetor to a groove 26 which is formed in the face of the block 22 which abuts against the valve. lhis groove is curved concentrically with the valve and has an extent of somewhat more than 180; ltwill be evident from an inspection of Figs. 2 and 3 that due to this arrangement, the inlet or receiving ends or" the intake passages 20 and 21 are each in communication with the groove 26 during more than half of their rotative movement. 7

The block 22 also serves as a bearing block for the shaft 28, the inner end oi which is squared to fit in a square hole 29 formed in the inlet end of the valve. The outer end of this shaft has a spiral gear 30 fixed thereto which meshes with another spiral gear 3 fast on a horizontal shaft 32 that extends longitudinally of the engine and is driven through suitableconnections with the crank shaft 5. The ratio of this driving mecha-* nism is such that the valve 10 makes one revolution for each four revolutions 01" the crank shaft. Consequently, the valve rotates at a relatively slow speed.

The valve 10 is shown in Fig. 2 in the position that it occupies at approximately the middle of the exhaust stroke, and it will be seen that the exhaust gases are forced out through both the ports 12 and 1d. After this stroke has been completed the inlet passages 20 and 21 are brought into communication witn the ports 12 and 14, respectively, and a new charge is drawn in through these ports, the valve during a portion of this step occupying the position shown in Fig. The valve rotates in the direction indicated by the arrow, and consequently, the inlet passages are rotated out otcommunication with the ports 12 and 14C before or at substantially the time that the compression stroke begins, so that these ports are closed while both the compression and power strokes are taking place.

It will be seen that since the ports 12 and i l open into the valve chamber at diametrically opposite points, and since they have substantially the same area, the pressure transmitted through one port to one side of the valve will be balanced by that transmitted through the other port to the opposite side of the valve. Consequently, the thrust on the valve, which, as above stated, has proved to be a detrimental factor inprior designs, is so balanced in this construction that it can exert no detrimental action on the valve. In other words, the balancing of this thrust enables the valve to rotate freely in its housing just as though it were not subjected to this gas pressure.

In prior constructions the movement of the valve away from the port leading into the cylinder produced by the high pressures created during the compression and power strokes has been very objectionable because it increased the clearance between the valve and its housing in the neighborhood ol the port and thus increased the area through which gas leakage could take place. This action is completely avoided in the present construction.

t will also be observed that since the ports 12 and 1a are symmetrically arranged and are of substantially the same dimensions, they are equally useful in conducting the fuel mixture to the cylinder and discharging the exhaust gases therefrom.

For the purpose of reducing the leakage around and through the valve the valve is grooved near its opposite ends to receive compression rings 35 and 36 similar to the ordinary piston rings. These rings are fitted snugly in their grooves, only enough clearance being allowed to provide a running fit, and they expand outwardly into contact with the wall of the valve chamber 8. By fitting the rings in this manner they remain stationary and the oil in the grooves forms a substantiall gastight seal. This construction, therefore, substantially prevents gas leakage between the valve and its housing in directions axially of the valve it being observed that the rings and 36 are positioned at opposite sides of the ports 12 and 14.

In order to prevent gas leakage around the valve circumferentially thereof, compression bars 37 and 38 are placed in grooves formed for them in the valve housing at opposite sides of the port 12. This construction is clearly seen in Fig. 4 which shows the bar 38 seated in its groove and backed up by a wave spring 39 that forces the bar against the peripheral surface of the valve 10. The other bars are similarly mounted. The same construction is used also at the opposite side of the valve chamber adjacent to the port 14, where compres sion bars 40 and 11 are shown at opposite sides of the port. These bars overlap the compression rings 35 and 36, as shown in Fig. 4, so that neither of these compression devices interferes with the operation of the other. It will be understood that the compression bars are fitted snugly in their grooves, enough clearance being allow-ed to enable the bars to move freely in and out.

An oil duct, 42, Fig. 4:, leads into the base of the groove in whichthe bar 38 is located, and oil is supplied tothis duct from a suitable pump, as fully disclosed in the application above designated. Oil also is supplied to the groove for the bar 41, and if desired also for the upper bars 37 and 40 although usually it is not necessary to oil the upper bars in this manner, sufficient oil being carried to them by the valve. In some constructions it is desirable to increase the number of bars and rings used. This bar and ring construction reduces the leakage through the ports during the compression and power strokes to limits that compare very favorably with those found in other types of motors, and this condition is maintained even longer than is usually the case in poppet valve motors. This construction, therefore, ofiers an effectual solution for the leakage problem, particularly when combined with the balanced valve construction above described.

It will now be appreciated that this invention provides a rotary valve motor in which the rate of wear of the valves has been reduced to a minimum and in which the gas leakage is confined within very satisfactory limits. It will also be understood that while I have herein shown and described the best embodiment of the invention of which I am at present aware, this embodiment may be modified in many particulars without departing from the spirit or scope of this invention. 7

What is claimed as new is:

1. In an internal combustion engine, the combination of a plurality of cylinders, a piston in each cylinder, a crank shaft connected with said pistons and driven thereby, a valve housing mounted immediately above each cylinder and having a valve chamber therein, a valve mounted in each of said chambers to rotate about an axis transverse to the axes of said cylinders and shaft, two ports leading from the opposite sides of each chamber to its respective cylinder, each of said valves having two exhaust passages therein and having two inlet passages leading from the peripheral surface of the valve to one end thereof, a block bearing against the latter end of each valve, said block having a fuel inlet passage therein and having a groove opening into said fuel inlet passage and communicating with the outer ends of said inlet passages while each of the latter passages rotates through an angle of more than 180, and mechanism for rotating said valves.

2. In an internal combustion engine, the combination of a plurality of cylinders, a piston in each cylinder, a crank shaft connected with said pistons and driven thereby, a valve housing mounted immediately above each cylinder and having a valve chamber therein, a valve mounted in each of said chambers to rotate about an axis transverse to the axes of said cylinders and shaft, two ports of substantially the same length and cross sectional area leading from diametrically opposite points in the walls of each of said chambers to its respective cylinder, two inlet passages and two exhaust passages in each of said valves cooperating with said ports to admit fuel to its cooperating cylinder and to conduct the exhaust gases away from said cylinder, said inlet and exhaust passages leading, respectively, from the peripheral surface of the valve to the opposite ends thereof, and connections between said valves and said crank shaft for rotating the valves.

3. In an internal combustion engine, the combination of a plurality of cylinders, a piston in each cylinder, a crank shaft connected with said pistons and driven thereby, a valve housing mounted immediately above each cylinder and having a valve chamber therein, a valve mounted in each of said chambers to rotate about an axis transverse to the axes of said cylinders and shaft, two ports leading from the opposite sides of each chamber to its respective cylinder, each of said valves having two inlet passages and two exhaust passages therein cooperating with said ports to admit fuel to its respective cylinder and to conduct the exhaust gases away from said cylinder, said inlet passages leading from the periphery of the valve to one end of the valve at one side of the axis of rotation thereof, said exhaustbetween the latter shafts and said crank shaft for rotating the valves, and means for conducting fuel mixture to the inlet ends of said valves.

4. In an internal combustion engine, the combination of a plurality of cylinders, a piston in each cylinder, a crank shaft connected with said pistons and driven thereby, a valve housing mounted immediately above each cylinder and having a valve chamber therein, a valve mounted in each of said chambers to rotate about a substantially horizontal axis transverse to the axis of said crank shaft, each of said valves comprising tubular body having two exhaust passage therein leading from the periphery of said valve to one end thereof and having two inlet passages leading from the peripheral surface of said valve to the opposite endthereof, two ports leading from opposite sides of each valve chamber to the cylinder cooperating therewith, said ports being arranged to register with said passages in the valve mounted. in said chamber, and mech anism for rotating said valve at one-quarter of the speed of rotation of said crank shaft.

5. In an internal combustion engine, the combination of a. plurality of cylinders, pistons in said cylinders, a crank shaft con nected with said pistons and driven thereby, a valve housing mounted immediately above each cylinder and having a valve chamber therein, a valve mounted in each of said chambers to rotate about a substantially horizontal axis transverse to the axis of said crank shaft, each of said valves being of tubular form and having two exhaust passages leading from the peripheral surface thereof to one end thereof and two inlet passages leading from said peripheral surface to the opposite end of the valve, two ports leading from opposite sides of each of said chambers to its respective cylinder and adapted to register with said passages, an exhaust manifold at one side of said engine into which said exhaust passages discharge, means for conducting fuel mixture to the ends of said valves at the opposite side of the engine, and mechanism for rotating said valves at one-quarter of the crank shaft speed.

6. In an in ernal combustion engine, the combination of a plurality of cylinders, a piston in each cylinder, a crank shaft connected with said pistons and driven thereby, a valve housing mounted immediately above each cylinder and having a valve chamber therein, a valve mounted in each of said chambers to rotate about a substantially horizontal axis transverse to the axis of said crank shaft, each of said valves comprising a cylindrical body having two inlet passages and two exhaust passages therein leading, respectively, from the opposite ends of said valve to'the peripheral surface thereof, two ports of substantially the same length and cross sectional area leading to each cylinder from diametrically opposite points in the walls of the valve chamber positioned in'imediately above'said cylindensaid ports being adapted to register with the inlet and exhaust passages in the valve mounted in said chamber, connections between said valves and said crank shaft for rotating the valves at one-quarter of the crank shaft speed, compression bars mounted in the wall of each chamber opposite sides of the ports therein, and compression rings set into each valve at opposite sides of said ports and bearing against the wall of the chamber in which said valve rotates.

FRANK M. EMERY. I 

